Spring suspension.



C. M. AUMENT. SPRING SUSPENSION.

1917. RNEww NOV. 2a. 1918.

Patented Dec. 31, 1918.

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SPRING SUSPENSlON.

APPLICATION FILED FEB. 15. m2. RENEWED NOV. 26. 1918.

Patented Dec. 31, 1918.

4 SHEETSSHEET 2.

QI-M. AUMENT.

SPRING SUSPENSION. APILICATION FILED IN. I5. 19H R ENEWED NOV. 26. IBIS:1,289,600,- Patented Dec. 31,191 4 SHEETS-SHEET 3- z N Q WW A\ m nmuM;\M W I m I NM I 1 3 W W6 m 7 IVQ Q w I.) 5 N ISM I II I a I V\\ I Q wwe; ,mv, M w N M/z/ m IS I, m w NI N I R v "\B Q \W W13 g II1| I\ W N w5:: I QR; 6

C. M. AUMENT. SPRING SUSPENSION. APPLlCATlON' FILED FEB. I5. 1917.RENEWED NOV. 26. HHS.

Pa'teixted Dec. 31,1918.

4 SHEETS-SHEET 4- AWilLfiBl-E CUPY TED ST FFTQE.

SPRIN G SUSPENSION.

Application filed February 15, 1917, Serial No. 148,885. RenewedNovember 26, 1918.

To all whom it may concern Be it known that I, Cannon, M. AUMnN'r, acitizen of the United States, and resident of New Brunswick. in thecounty of Middle sea, State of New Jersey, have invented certain new anduseful Improvements in Spring Suspensions, of. which the following is aspecification.

This invention relates to certain new and useful improvements in themounting of springs. The invention is shown as applied to the front andrear axles of the frame of a vehicle.

The drawings show the construction connected to an auton'iobilc but thestructure could equally as well be used in the manu facture of othervehicles, such as airplanes, motor trucks, carriages, etc.

The drawings also show the invention as applied to semi-ellipticsprings, but I do not limit its use to send-elliptic springs as it couldequally as well be applied to cantaliver three-t uarter elli )tic)latfrom or anv other type of spring suspension.

An object of the invention is to provide a spring suspension in whichthe pitching and rolling movements of the axles are not transmitted tothe frame. By pitching movement, I mean the movement of the body of thevehicle about a t'ansverse axis; by

rolling movement I mean the movement of the .vehicle about alongitudinal axis. As is well known, an automobile can vibrate in anumber of different ways, not only the pitching and rolling movements,recited above, but it can oscillate by plunging that is straightoscillations up and down, secondary vibrations, such as yawningfore-andatt, swing and transverse swinging not being considered.

It is frequently the case in going over bad roads in a vehicle, that onewheel is raised a considerable distance higher than the othe' and may atthe same time have a tendency to move the axle transversely. Thelaminated spring having very little re siliency in a transversedirection and the present day shackle or link construction, as appliedto spring suspension, having no transversemovement, it is found that thetransverse shocks are transmitted to the frame, occasioning di nnfort tothe occupants of the vehicle.

Specification of Letters Patent.

Patented Dec. 31, 1918.

Serial No. 264,247.

\Vith the present day construction in the above conditiomthat is, withone'wheel higher than the other and the frame of the vehicle tending toremain level, the center of the laminated springs being fastened rigidlyto the axles, the springs can only move in a longitudinal direction.

With this spring construction although the center of the springs remainrigidly .secured to the axles as heretofore, both ends of the springsare allowed to move in a transverse'as well. as in a longitudinaldirection. This relieves the laminated springs of a very great amount oftwisting strain and transverse shocks. Obviously, such con structionwould be of great benefit and comfort and permit easy riding invehicles, particularly automobiles. By eliminating these twistingstrains and transverse shocks, the durability of the laminated springsis prolonged as well as the lateral flexibility increased. This alsogives the vehicle more power and flexibility.

An additional object of the invention is to provide means to relieve thepresent shackle or link construction as applied to spring suspensions oftwisting strains and transverse shocks, thus prolonging their durabilityand etlicicncy. I

A still further object of the invention is to provide a springsuspension of a type which will permit the body and frame and allnecessary parts of the vehicle to remain at a constant level, thuselin'iinating distortion of the motor,"increasing the efficiency of saidmotor consequently that of the vehicle.

The above and other objects and advantages of my invention will fullyappear from the following description taken in connection with theaccompanyingdrawings and be explicitly defined in the appended claims. Iwish it understood, however, that this disclosure is illustrative onlyandthat'the principle of my invention can be embodied in constriwtionsother than the one specified herein.

()n the drawings, in which similar refer ence characters indicate likeparts throughout the several views,

Figure 1 is a side view of an automobile chassis equipped with myinvention.

Fig. is side elevation of the front end of t e front spring mounting.

Fig. 3 is a longitudinal and vertical cross sectional view of Fig. 2.

Fig/ i is vertical cross sectional view taken on the line l -l of Fig.2.

Fig. 5 horizontal cross sectional View taken on the line 5-5 of Fig.

F G is a side elevation of the rear end of the front spring mounting. I

Fig. 7 a longitudinal and vertical cross sectional. view f Fig. 6.

Fig. 8 is a vertical cross sectional view taken on the line 8-8 of Fig.6.

Fig. 9 is a horizontal cross sectional view taken on the line 9H4) ofFig. 6.

Fig. 10 is a side elevation of the front end of the rear springmounting.

Fig. 11 is a longitudinal and vertical cross sectional view of Fig. 10.

Fig. 12 is vertical cross sectional view taken on the line iii-l2 ofFig. 10.

Fig. 13 a horizontal cross sectional View taken on the line 1313 of Fig.10.

Fig. 14-. is a side elevation of the rear end of the rear. springmounting.

Fig. 15 is a longitudinal and vertical cross sectional view of 14-.

Fig. 16 is a. horizontal cross sectional view taken on the line 16-46 ofFig. 1e.

Referring to the drawings, the numeral 20 designates the frame of anautomobile having wheels 21 associated therewith in the usual manner.Mounted upon the frame 20 are a plurality of brackets numbered, respectively, 30,50, 70 and 90which will be more particularly hereinafterdescribed. Connected between the brackets 30 and 50 are laminatedsprings 23 and between brackets 7'0 and 90 are connected similarlan'iinated springs 24. I

As clearly shown in Figs. 2 to 5 inclusive which illustrate the mountingof the front end of thefront spring,.the front end of laminated spring23 has the usual type eye .ivitlr bushing 26 inserted in it.

Bolt 25 passes through bushing 26 fastening laminated spring 23 to cross27 and is -held in place by nut 25. Cross 27 is allowed to oscillate onstuds 29iand 31, they being held in place by being screwed into bracket30.

It is to be noted thatstuds 29 and31 are niozmted in the same horizontalplane .as bolt 25 which -will. not allow the front axle 34 to ride: orslide back any farther than its original mounting. Studs 29 and 31 areplaced at substantially right angles to the axis of bolt 25. Bracket isheld to the frame 20 by rivets 32. Studs 29 and 31 and bolt have theusual grease cups for lubrication as show t 34, 35" and 36. Cross 27 mayhave bush as shown at 28 and 33 to reduce wear. eliminate friction andpermit the parts to be easily lubricated. A

Referring to the construction shown in Figs 1 to 5 inclusive .theoperation is as follows: Laminated spring 23 is fastened rigidly aboutthe middle thereof to axle 34. The front end of laminated spring 23 isconnected to frame 20 through bracket 30. It a well known fact that bothpitchingand rolling shocks are transmitted from axle 3% to laminatedspring'23, consequently to the frame 20. Pitching shocks are. taken careof as in the usual spring construction, by spring 23 turning by its eyeon bolt 25. Rolling shocks are thrown into the. frame 20 of the vehiclein the ordinary spring construction, but in this construction, pactically all of the rolling shocks are eliminated.

' This is accomplished by laminated springs together with cross 27 whichis bolted to the forward eye of the laminated spring 23, permitting thecross 27 to oscillate upon studs 29 and 31, said studs being screwed inbracket 30. 7

Cross 27 connected to laminated spring 23 turns on studs 29 and 31eliminating twisting strains and rolling shocks, thus allowing spring toyield freely in a longitudinal direction. These strains and shocks beingeliminated from the; springs, they cannot be trans mitted to the frame20. The mounting con .struction will. wear longer being relieved of allstrains. The springs will have a better resiliency. It is also foundthat the motor is distorted much less due to uneven road conditions aswith this construction there is practically noweaving of the frame,thereby getting more power from the. motor. Summarizing the aboveimportant advantages, it will be obvious that 'the vehicle presents amore easy riding.

Referring to Figs. 6 to 9 inclusive which illustrate the mounting of therear end of the front spring, the rear end of the laminated spring 23has the usual type eye with bushing 66 inserted in it. Bolt 53 passesthrough bushing 66 securing laminated spring 23. to

shackles 58 and bolt 53 is held in place by nut 54:. Shackles 58 arepermitted to swing in a longitudinal direction by their lower endsturning on bolt and their upper ends turning on bolt 51. The upper endis held in place by bolt 51 carrying nut 52. On line )-9 of Fig. (i arestuds 55 and 56 being screw-threaded at 55 and 56, respectively, saidstuds being in the same horizontal plane as bolt 51. This showing ismerely illustrative, hOWcV Qf, as they could be shown either above orbelow the center of bolt '5]. as long as they a e substantially at rightaugles. to the axis of bolt 51. Studs 55 and 56 .shoehs are taken Bolts51 and 58 have the usual grease cups for ,luln-ication. as shown at(3:2, (33. (3-1- and 65.

The operation of the construction shown in Figs. (3 to inclusive, issubstantially as follows: The laminated spring 23 t'astened rigidly atits middle or axle Zl-l. The rear end or" the laminated spring 2? eonnetted to the frame 20 through hraehet 50. It is a well knowntact thathath pitching and rolling shocks are transmitted from axle ill to thelaminated spring 23. The pitrhing are of; as in the usual springsuspension, by the shackles 58 swinging in a longitudinal direction onbolts 51 and 53. Shackles also permit yielding of the leaves ot'thehuninated springs 23 durin pitching shoelcs. The rolling shocks arethrown into frame :20 of the vehicle in the common type of springsuspension. hut. in this construction the rolling shocks are eliminatedhy the laminated springs 23 together with shackles 58. The shaeli'lesare bolted o the rear eye 01" the spring 2 and rross 5 said cross beingbolted to shaeldes 5S and turning late ally on studs 55 and 56 which aresecured in brarliet 5t). 1t will he seen that lan'iinated springs 23 canmore not only longitudinallyhut also with an oscillatorynioren'ient. Aslamimited springs 5.2- oscillate in relation to studs 55 and 36. alllateral twisting strains and transverse shocks on the lamii'iatedsprings 23 are eliminated. thus leaving them to yield freely in alongitudinal dirertion. lhese strains and shocks being eliminated fromthe springs, they annot he transn'iitled to the i'rame 20. The shaelileconstruction will wear longer being relit-wed of all straii'is. Thelaminated springs 23 consequently heing relieved of these strains, willhave a better It is also found that the motor is distorted muelrless dueto uneven road eonditions as with this lllSillHLiUll there isprzurtically no Weaving ol' the frame. thereby getting more power fromthe motor.

Sunnnarizing the above important ad .rantages. it will he obvious thatthe velurle presents more easy riding.

Referring to Figs. 10 to 13 showing how the from end of the rear springissuspended; the front: end of the laminated spring 21. of the usualtype eye. has hushiire 77 inserted therein. A liolt 7;? passes through aslot lli in the eve and rests in a groove tlilrut in holt 74. The holt 7passes through hashing 77 seruring laminated spring 2% to eross "753 andis held in plaee hy nut 76. The cross 75 isv adapted to swing laterallylrom holt 72. Bolt 72 also passing through the bracket. 7d. The bracket70 is scoured to the frame, 26 hr rivets 71. A nut 73 holds holt 72 inplace.

In Figs. 11 and 12, it- Will he noted that the holt *5.- is above thebolt; 72. This eoninrlusi ve that hoth suspension.

resilienrv.

struction is illustratire only and these bolts 72 and It can he placedin an ditl'erent horizontal planeprorided they are at substantiallyright angles to each other. Praetical experiments will show that thebolts are well positim'ied as illustrated in the drai'rings, thedistanee between them varying up to one-halt inch, depending on the sueand weight oi the vehicle. The cross 75 is provided with bushings 79 and83 to reduce "the wear. eliminate friction and enahle the ditierentparts to he more easily luhri -ated. it should he noted that the bolts72 and 74 are provided with grease cups 81 and at).

The operation oi the construction shown in Figs. it) to 13' inclusive isas follows: The laminated spring '24 is fastened rigidly ahout themiddle thereof to axle it; (see. Fig 1'). The trout end ot-the laminatedspring 24 is ronnected to frame 20 h) hrarltet .70. as above desrrihedand illus trated on the drawings. it is a known t'aet, pin-hing androlling shocks are transmitted from th axle 7 to laminated springs 24.care of. as in the usual spring. suspension. hy the eye ol lan'iinatedsprinp' 24 turning on bolt 74. The rolling: shocks are thrown into theframe 20 in the ordinary spring hut in this invention the rolling shocksare tahen rare (it by the laminated springs 21- together with the eross75 turn in laterall on bolt 72, said holt being t'a-stened into l)lll'7l\'(.i' 70. Since liolt 74 may be slightly ahove or below holt 72 asdesired, the laminated spring 2''! will not only oscillate on holt 72hut can move slightly in a transverse direction hy moving on thecireunrh renrc ot a eircle of which the radius is the distance hetweenholts 72 and 74'. On most present day vehicles, the trout end or" therear laminated spring 2-l not only carries its share of the weight butalso takes all driving torsion of the rear axle. 78 whieh is transmittedfrom the motor. It will then he seen that with this construction, alllateral twisting strains and transverse shorlcs on the laminated springs24 are eliminated. thus permitting them to yield hoth in alongiittulinal direction and to osrillate. 'lhese strains and shoelisbeing eliminated tron: the springs they eannot he transmitted to theframe 20. "This mountin; t'onstruction will wear longer than the,present day'eonstruction. being relieved of all strains and the springswill have av hetter resiliency and will provide an easier riding motionto the vehiele. The laminated springs 24- herause of their oseillatahleand longitudinal movements greatly inerease the driving: t rque at. therear wheels of the vehiele.

lte'terring, now to Figs. 14 to 16 inrlusi-ve the rear end o "animatedspring 24 has The pitrhingg shocks are talterr ssh alongitudinaldirection by their lower ends turning on bolt 92 and theirupper ends.

turningon bolt 93. A. nut 101 holds the upper ends of shackles 96\inplace on bolt 93. The bolts '93, 9% pass through the cross 98 one abovethe other with'their axes at substantially right angles to each other asclearly shown in Fig. 15. The bolt 94- passes through the bracket 90 andit is obvious that this construction could also be similar to that abovedescribed in connection with Figs. 6 to 9 inclusive. A cross 98 isadapt: ed to turn laterally in bracket 90 which is secured 'to frame 20by rivets 91. The

shackles 96 swing longitudinally on bolt 93' which passes through thecross 98 and is held the-re by nut 101. The cross 98 is provided withthe usual bushings 97 and 100.

The operation of the construction shown in F igs. ll to 16 inclusive isas follows: A

spring 242 is fastened rigidly about the middle thereof to the axle 78.The rear end of spring 2st is connected to the frame 20 by bracket 90,as above described and illust'ated in the above three figures.

ing shocks are transmittedfrom the axle 78 to laminated spring 24. Thepitching ,shocks are taken care of, as in the usual spring suspension,by the shackles 96 swingin 92' and 93. Shackles 96 also permit yieldingof the leaves of the laminated spring 24 during pitching shocks. Therolling shocks are thrown into the frame 20 of the vehicle in the commontype of spring suspension. In this construction the rolling shocks areeliminated by the laminated spring 24 together with the shackles 96which are bolted to the rear eye of the spring 24 and cross 98,. saidcross being bolted to shackles 9G oscillating on bolt 9. which issecured in bracket 90. It will be seen that laminated spring 24 'canmovenot only longitudinally but also transversely. As laminated spring 24moves transversely in relation to the bolt 93. all oscillating twistingstrains and transverse shocks of the laminated spring 24- arecliminattal. thus'lcaving it to yield freely in a longitudinaldirection.These strains and shocks being eliminated from the springs, they cannot.be transmitted to the frame 29. This also relieves the shackleconstruction of all lateral torsion or transverse strains and willtherefore. have a greater resiliency and durability.

The operation of the complcte spring suspension is as follows: Assumingthat the vehicle is running over a rough road, the wheels 21 are veryseldom on the same level,

I It is a well known fact that both pitching and rollin a longitudinaldirection on the bolts while the frame 2'9 has a tendency to stay level.To obtain easy riding qualities, the frame must of necessity stay upon anearly level. plane at all times. When, due to uneven road conditions,one or more wheels are higher than others, the springs will naturally besubjected to lateral twisting strains and rolling shocks and this willnecessarily throw these lateral strainsand roll ing shocks into the fameof the y ehicle. This together with the. pitching movementof thelaminated springs and'the frame of the vehicle makes a very unpleasantriding vehicle. .With this spring suspension all lateral tWl'StlIlgstrains and pitching and rolling shocksq arc practically eliminated fromthe humnated springs. When these are eliminated. theiresilicncy of thesprings is increased and hence the riding qualities. It should benotedthat-in this construction as applied to' lhc front springsuspension. the motor cannot be distorted, that is to say, the motor isrelieved of all strains that are transmitted to the frame due to unevenroad' noted that in this construction as applied to the rear springsuspension, that the laminated springs are adapted to oscillate as wellas move longitudinally and by reason of this the driving torque from themotor to the rear wheelswill also be increased.

From the foregoing description taken in connection with the accompanyingdrawing, the advantages of the construction and method of operation willbe readily understood by those skilled in the art to which the inventionappertains, and while I have described the principle of operation,together with the device'which I now consider to be the best embodimentthereof, I desire to have it understood that'the device shown is merelyillustrative and that such changes may be made when desired as fallwithin the scope of the appended claims.

,Having described. my invention what I claim and desire to secure byLetters Pat- .ent, is:

. 1. In a vehicle spring suspensiom the combination with a frame and "aspring; of a V longitudinal and transverse swinging con nection betweena side member of the frame and one end of the spring; and a connectionbetween the other end of said spring and the frame, said last namedconnection comprising means for preventing longitudinalmovcment of oneend of the spring with respect to the frame on the one hand andpermitting a transverse curvilinear move mcnt of the other end ofsaidspring with respect to the frame on the other hand,

Ina vehicle spring suspension. the combinati'on with a frame and aspring. of a connection between a side member of the frame and one endof the spring, said connection permitting rotary motion of one end ofthe spring in a horizontal plane and a second connection between theframe and the other end of said spring, the second named connectioncomprising means for preventing longitudinal movement of one end of thespring with respect to the frame and permitting a transverse curvilinearmovement of the other end of said spring.

3. In a vehicle spring suspension, the combination inane and a spring;of a longitudinal and transverse swinging" connection between a sidemember of the frame and one end of the spring; and a connection betweenthe other end of said spring and said side member, said latterconnection comprising a cross, a bracket, and a pivotal connectionbetween the bracket and 'said cross, said cross being permitted topartake of a transverse curvilinear movement with respect to said frame.

4-. In a vehicle suspension, the combination with a frame, an axle, anda spring secured to said axle; of a longitudinal and transverse swingingconnection between a side-member of the frame and one end of the spring;and a connection between the side member of the frame and the other endof said spring, said latter connection comprising a bracket, a crossjournaled longitudinally therein with respect to said frame, said crossbeing adapted to oscillate within a plane disposed transversely withrespect to said frame, and a bolt connecting one end of said spring tosaid cross, said bolt passing through said cross transversely withrespect to said frame.

5. In a vehicle spring suspension, the combination with a frame and aspring; of a longitudinal and transverse swinging connection between aside member of the frame and one end of the spring; and a connectionbetween the side member of the frame and other end of said spring, saidconnection comprising" a bracket secured to said side member, a crossjournaled longitudinally therein with respect to said frame, said crossbeing adapted tovoscillate within a plane disposed transversely withrespect to said frame, a bushing'for reducing friction between saidcross and said bracket, and a bolt connecting one end of said spring tosaid cross, said bolt passing through said cross transversely withrespect to said frame.-

6. In a vehicle suspension, combination with a frame and. a spring, apivotal connection between the frame and one end of the spring, saidconnection comprising a bracket secured. to said fraine,a rnnovablehearing carried by said bracket,said bearing being disposedlongitudinally with respect to said frame, a cross mounted on said bearing, said cross being adapted to oscillate about said bearing, removablebushings mounted upon said bearing, and a. bolt connecting one end ofsaid spring to said cross, said bolt passing through said cross atright-angles to said bearing.

7. In aspring suspension, the combinar tion with a vehicle frame sidemember, of a spring connected at its opposite ends with the framemember, one end of the spring having a longitudinal and transverseswinginirconnection with the frame member, the connection at the otherend of the spring comprising means for preventing longitudinal movementof the latter end of said spring with respect to said frame member onthe one hand, and permitting a trans verse curvilinear motion of theformer end of said spring with respect to the frame member on the otherhand,

8. In a vehicle spring suspension, the combination with a frame and aspring connected at each end thereof to a side member of said frame, ofmeans permitting a relai-iie transverse curvilinear movement of the endsof said spring with respect to said frame, and means for preventinglongitu-. dinal movement of'one end of the spring with respect totheframe.

9. In a vehicle spring suspension, the combination with a frame, of afront spring, a connection between the forward end of said spring andthe frame, said connection comprising a bracket; 'a removable bearingcarried by said bracket, said bearing being disposed longitudinally withrespect to said frame, a cross mounted on said bearing, and a boltconnectinsr the forward end of the front spring to said cross, said boltbeing disposed at right-angles to said bearing, the I axis of said boltpassing through the axis of said bearing. 1

10. In a vehicle spring suspension, the combination with a frame, afront spring, and a rear spring, of a connection between the forward endof the front'spring and the frame, said connection comprising a bracket;a removable bearing carried by said bracket, said bearing being disposedlongitudinally with respect to said frame, a cross mounted on saidbearing, said cross being adapted to'oscillate about said bearing, and abolt connecting the forward end of the front spring to said cross, saidbolt bein disposed at right-angles to said bearing, the axis of saidbolt passing through the axis of said bearing, and a connection betweenthe forward end of the rear spring and the frame, said connect-ioncomprising a bracket. a removable bearing carried by said bracket, saidbearing being disposed longitudinally with respect to said frame, across mounted on said bearing, said. cross beim adapted to'oscillateabout said bearing, and a bolt connecting the forward end of the rearspring to said cross, said bolt ends of said spring with respect to saidbeing disposed at right-angles to said bearframe. means for preventinglongitudinal 16) ing. movement of the front end of the spring 11. In avehicle spring suspension, the with respect to said frame; and means forcombination with a frame and a spring conpermitting the rear end of thespring to nected at each end thereof to a side member movelongitudinally with respect to said of said frame, of means permitting arelaframe.

tive transverse curvilinear movement of the CARROLL M. AUMENI.

